Internal combustion engine attachment



Aug. 30, 1 932. 5, F1 EVELYN 1,874,261

INTERNAL COMBUSTION ENGINE ATTACHMENT Filed Oct. 15. 1927 4 Sheets-Sheet l INVENTOR. 66a 0 877 36' 4 69 ATTORNEY.

Aug. 30, 1932. s. F. EVELYN INTERNAL COIBUSTION ENGINE ATTACHMENT 4 Shets-Sheet 2 Filed Oct. 15. 1927 INVENTOR. Ste rem 1"? Eveiyn.

ATTORNEY.

S- 1932- s. F. EVELYN INTERNAL COIBUSTION ENGINE ATTACHMENT Filed Oct. 15, 1927 4 Sheets-Sheet 3 INVENTOR. J e em Ff dya.

ATTORNEY.

Aug. 30, 1932. YN 1,874,261

INTERNAL COIBUSTION ENGINE ATTACHMENT .Filed Oct. 15. 1 92"? 4 Sheets-Sheet 4 INVENTOR. 82 el//z/ 3. Eve/ a ATTORNEY.

UNITED STA'IQES PATENT OFFICE STEVEN r. rivnnrN, or DETROIT, MICHIGAN, AssIGNoR To CONTINENTAL MoToRs coRroRATIoN, or DETROIT, MICHIGAN, A CORPORATION or VIRGINIA INTERNAL cOMRUsTIQN RNGI E ATTAcImENT Application filed Qctober 15, .1927. Serial No. 226,379.

This invention relates to internal combustion engines and is more particularly related to the assembly of the transmission structure with the engine block. More particularly my invention is adapted for use-with stationary industrial engines provided with suitable speed reducing mechanism assembled together as a single power unit.

It is an object of my invention to facilim tate the production of power units of this type by providing a structure which may be economically adapted to various factory conditions. I

Another object of my invention is to pro vide an engine of this type which may be readily and economically manufactured and very easily set up to provide a power take off at either side of ;the center line of the engine, thus permitting either side of the engine to be set up close to one of the factory walls or other obstruction. \Vith .such an arrangement the power take off may be located to one side of the engine away fromthe adjacent wall or obstruction as the case might be, economizing on floor space as much as possible.

A further object of my invention is to provide an engine block so designed as to permit the attachment thereto of different engine elements, such as a gear case housing containing any suitable type of speed reducing mechanism or an intermediate housing containing a clutch mechanism. This makes it possible to utilize the same engine block with either or both arrangementsof elements, thereby materially reducing the manufacturing costs of such powerunits, and permitting the manufacturer to economically supply the trade with engines ofproper design as required.

These and other objects of the invention will be more apparent as the description progresses. In the accompanying I drawings which illustrate a preferred embodiment of my invention, and in which similar reference characters illustrate corresponding parts, I

Fig. 1 is an end elevation of an engine block constructed in accordance with" my invention showing a transmission case secured 5 thereto and illustrating by dotted lines the manner in which the said transmission case may be positioned to one side or the other of the center-line of the engine-block,

Fig. 2 is an end elevation of an engine in which a clutch mechanism is mounted between the engine block and the transmission case,

Fig. 3' is a side elevation of what is shown in Fig. 2,

Fig. 4 is a verticalsection taken on the line 4 et of Fig.1, and Fig. 5 is a vertical section taken on the line Referring to Figs. 1 and 4, I have shown an engine of the industrial type in which the transmission case 10 is secured closely adjacent to the end of the engine block 11. An end plate 12 is secured to the engine block by the bolts 13, said end plate being provided with an aperture 14 through which the crank shaft 15 of the engine projects. The end plate .is provided with a series of tapped holes 16 arranged equidistant from an axis coinciding with the longitudinal axis of the crank shaft. The transmission case 10 is secured to this end plate by the nuts 17, which are screwed down on the studs 17 which are externally threaded and arranged to engage in the tapped holes 16. The engine block is provided with tapped holes 18, and preferably two of such holes may be located as shown in Fig. 1. The transmission case 10 is provided with the holes 19 and 19 there being preferably two holes 19 and two holes 19. These holes 19 and'19 are arranged to register with the tapped holes 18 85 in the cylinder block, and, as shown by the full lines in Fig. 1 the transmission case is positioned to-bring the holes19 into registration with the holes 18. Studs 20 are screwed into the tapped holes 18 and pass through the holes 19, the transmission case beingtightly held in position when the nuts I 21 are screwed down.

The transmlssion case 10 is provided with 1 1 suitable bearings 22 for supportlng a ack 'shaft 23 which projects throughan aperture transmission case, the power. being thus of the center line through the crank shaft.

The purpose of this construction is to permit the power to be taken off from either side of the engine, the engine thus being permitted to be positioned, close to a wall or other obstruction without interfering in any way with the driving mechanism.

In Figs. 2, 3, and 5 I have shown a construction whereby a clutch mechanism may be assembled between the engine and the transmission case. This permits adaptation of a clutch to operate on the high speed shaft where a more effective clutch action may be obtained. This is accomplished by constructingthe engine block, end plate, transmission case and clutch housing, so that the same.

engine elements may be used either with or without a clutch. -The inner'face of the clutch housing 26 is designed in such a manner that it c an be secured to the end of the cylinder block by utilizing the same tapped holes which serve to receive the bolts 13 which secured the end plate 12 to the engine block, the clutch housing being provided with holes which register with these tapped holes in the ei'igi i' e block. The outer face of the clutch housing is constructed similarly to the end plate so that the transmission case may be secured to the outer face of the clutch housing in the same manner as it was secured to the end'plate 12. The clutch housing is provided with a series of tapped holes 27 similar to the tapped holes 16 in the end plate so that the transmission housing may be positioned to locate the jack shaft 15 at either side of the center line through the crank shaft. Relatively long studs 20 are provided in place of the studs 20 when inserting a clutch housing between the transmission case and the engine block, suitable spacers 28 being provided to span the gap between. the transmission case and engine block.

Suitableclutching mechanism 29 is con.

with the high speed shaft of the power unit, thereby obtaining a more effective clutching action and materially reducing Wear on the speed reducing mechanism, as with this arrangement the speed reducing gears are only I in motion when the clutch is thrown in. This will add considerable to the life of the power unit as well as conserving energy with the subsequent lowering of power costs, thus materially adding to the usefulness of the engine.

It will be understood that various changes and modifications of the structure shown may be made without departing from the spirit of my invention as set forth in the appended claim.

What I claim as my invention is:

In an internal combustion engine including a. crankshaft and a driven shaft and operative connections therebctween, a housin for supporting said driven shaft, an end plate secured to said engine and provided with a series of internally threaded holes arranged concentrically with respect to the longitudinal axis of the crankshaft, fastening devices engaging in some of said holes for securing said housing to said end plate in various predetermined positions with respect to said engine element and other means for securing said housing directly to said engine.

In witness whereof, I hereunto subscribe my name this 12th day of October, A. I).

STEVEN F. EVELYN. 

